Automatic transmission



Filed June 23, 1942 6 Sheets-Sheet l INNMN INVENTOR. F/efoE/Wc/f /1/ ew/OL o.

ATTORNEY Dec. 26, 1944. F. w. sEYBoLD 2,366,063

AUTOMATIC TRANSMISSION Filed June 25, 1942 6 Sheets-Sheet 2 INVEN TOR. Ffof/P/c-r S2-)45040.

ATTORNEY.'

Dec 25, 1944. F. w. sEYBoLD I AUTOMATIC TRANSMISSION Filed June 23, 1942 6 Sheets-Shree?l 4 INVENTOR. FQfQEAP/c/f /t/ 15m/50u?.

)4.5% 4 MQW ATTORNEY Dec. 26, 1944.

Filed June 23; 1942 6 Sheets-Sheet 5 INVENTOR.. FREDE/Q/c/f /z/ .Sia/BOL 0.

ATTRNEK Dec. 26, 1944. F W v SEYBOLD AUTOMATIC TRANSMISSION Filed June 23, 1942 6 Sheets-Sheet 6 @w19/Kean@ .3 L 9 no mm HY WQQMLMQ E J BY m M, MVM,

ATTORNEY Patented Dec. 26, 1944 istanti.

'UNITEDr STATES PATENT oFFlcE AUTOMATIC TRANSMISSION Frederick W. Sleybold, Westfield, N. J.

, Application June 23, 1942, Serial No. 448,130

(Cl. I4-189.5)

18 Claims.

The present invention relates to automatic variable speed transmissions and particularly to a transmission mechanism or torque converter designed and constructed to vary the speed and torque ratios between the' driving and driven members of the `power plant of a motor vehicle, although well adapted for use in association with any other mechanism with which variable speed transmissions are customarily employed.

One object of the invention is to provide a power transmission mechanism which has the capacity to pass from a relatively low gear ratio through intermediate gear ratios to the highest gear ratio in an entirely automatic manner and without requiring the attention of an operator.` A motor vehicle equipped with the novel transmission, despite such entirely automatic operation, will be at al1 times under the complete control of its operator who may, if he desires, select and maintain a desired speed transmission ratio regardless of the speed of the car, except when the speed of the car becomes extremely low, when return to the lowest gear ratio is in all cases automatically effected. The transmission is designed to provide for the reversal `of motion of the driven shaft relativelyto the drive shaft, but only one control element is needed and the same gearing which is employed in transmitting power in the forward direction from the driving to the driven shaft is employed in transmitting power to revolve the driven shaft in reverse.

In automatic transmissions of types heretofore designed or suggested it has been generally considered necessary to employ a separate gear train y mechanism acts automatically and without sound or shock so that the driver is spared much discomfort. This advantageous result is achieved in large part because of the absence of mechanical clutching and braking elements, which have heretofore been widely used and which cause sudden operative engagements and disengagements which are accompanied by noise and shock. By reason ofthe absence of such clutching and braking elements the present mechanism is also more durable and long lasting, the wear to which its operative parts are subjected being extremely small.

My transmission includes a fluid coupling, in which the slippage never exceeds 30% under any operating condition and is, under most operating conditions to which the mechanism is subjected, very slight indeed, the coupling thus operating at maximum efficiency, avoiding heat loss and the disadvantage of dissipating kinetic energy whenever the vehicle is brought to a stop. The mechanism is entirely self-lubricating. When made use of as an element of the power plant of a motor vehicle the necessity for the use of a separate and separately driven oil pump to supply the bearings of the motor with oil is eliminated, the transmission including as one of its essential elements a gear pump, the discharge from which may be conducted directly to the bearings of the engine or other bearings requiring lubrication.

A further novel feature of the transmission is the means included to prevent rearward rolling of the motor vehicle with which it may be used unless and until its operator actually sets the transmission for rearward drive. This locking means forms an integral part of the mechanism and is so associated with the control element that its action is automatically regulated, a feature of considerable importance and certainly one of'.

greatl convenience to the motor vehicle operator.

The novel transmission is further characterized by the design of the power and torque transmission gearing in such manner that the output shaft may remain stationary while the input shaft rotates and in which the output shaft may be made to rotate in the opposite direction from that in which the input shaft rotates without necessitating the use of an auxiliary gear set.

` Again, the transmission has been so designed that `the angular velocity of the driven shaft cannot exceed that of the driving shaft, the arrangement being such that motion imparted to the driven shaft when the vehicle is pushed or drawn by another vehicle is transmitted to the driving shaft and thus to the engine, for engine starting purposes. The control is of novel character, comprising a single control lever which is readily accessible to the operator and is used to obtain all speeds, including reverse, and neutral. When the automatic transmission is operated in high gear ratio relative rotation of the various gears which it includes practically ceases wear being thereby greatly reduced and the noise of operation at high speed being practically eliminated.

The invention includes numerous other novel features of construction the accumulative effect of which is to render it eminently practical and superior in operation to those heretofore designed or suggested. In adapting it, numerous minor changes in the design and arrangement of its component elements may be effected. A preferred form is illustrated in the accompanying drawings in which:

Figure 1 is a vertical longitudinal secon, through the power transmission unit;

Figure 2 is a transverse sectional view-taken along line 2-2 of Figure 1:4?. c

Figure 3 is a transverse sectional view taken along the line 3-3 Vin Figure' 1 showing the planetary gear pump, etc.;

Figure 4 is a vertical sectional view taken along line 4--4 of Figure 1;

Figure 5 is a vertical-.sectional view taken the line 6-6 of Figure 1;

Figure 'l is a vertical sectional view taken along line 1-1 of Figure 1 showing the one-way brake to prevent overrunning of the output shaft;

Figure 8 is a top view in horizontal longitudinal section along the line 8-8 of Figure 1, showing the valve actuating and control mechanism;

Figure 9 is a sldeview of the. control mechanism linkage, also 'shown in Figure 8;

Figure 10 is a transverse vertical section along the line I6-I0 of Figure 8;

Figure 11 is a vertical section taken -along the line II--II of Figure 8 showing the valve set for neutral operation of the transmission;

Figures 11A, 11B,-and 11Cv are vertical sections taken along the line II-II of Figure 8 showing the valve setting for pick-up, forward and reverse operation of the transmission respectively;

Figure 12 is a vertical section taken along the` line I2--I2 of Iligure,l 8 showing the valve setting for neutral operation of the transmission; Figures 12A, 12B, and 12C are also vertical sections taken along the line I2I2 of Figure 8 showing. the valve positions respectively for pick-up, forward and reverse operation of the transmission;

Figure 13 is a view of the general construction of a Fttinger hydraulic impeller or runner.

Referring to the drawings in detail, and in particular to Figure 1 the transmission can best be described by subdividing it into seven distinct but interconnected assmblies, each of which will now be described in detail.

1. The driving assembly The driving assembly comprises the drive shaft I6 to which is secured the hydraulic impeller II by means of the bolts I2. A bell-shaped casing I3 composed of end sections I4 and I5 to facilitate assembly of the transmission gearing is fastened to the impeller II by means of the screws I6. An internal ring gear I1 is secured to the casing I3 with the screws I8. The end section I4 is fastened to the casing I3 by means of screws (not shown) and carries an oil sea1-I91 to prevent leakage of oil from the casing I3.

The other end section I5 is secured to the casing I3 by means of screws 20 and is provided with an oil seal 2I and a ball bearing 22. A bushing 23 is provided for in the casing `I3 tor a supporting journal of the secondary oating assembly.

A ball bearing 24 is carried by the impeller-II whose outer race is integral with one member of a one-way clutch device to prevent overrunning of the drive shaft II) by the driven shaft 25 which is supported by the inner race of the ball bearing 24. y

2. The primary floating assembly The primary iloating assembly comprises the gear pump casing 26, provided with three radially reciprocatable pistons 21 which co-act with the three grooved pistons 28 which are sev`cured to the flanged sleeve 29. A cover 39 is fastened to the casing 26 by means of screws (not shown) and the former has a long hub to 5 which is fastened the gear 3l which meshes with the gear 32 of the oil pump shown in Figure 4. The cover 39 is provided with needle bearings '33 and 34 to turn freely on the reaction membeil 35. Planetary pinions 36 are journalled on l0 needle bearings 31 and the pins 38 carried by the casing 26 and cover 30. The pinions 36 mesh 'with the internal ring gear I1 and the sun gear 39 of the reaction member 35, thereby forming a gear pump whose discharge through the channels 46 can be completely closed by the movement of the pistons 28 to the right produced by the centrifugal force developed by the pistons 21 in overcoming the pressure of the spring 4I acting against the piston 42 which contacts the flanged sleeve 29 through the ball bearing 43. The one-way clutch member 44 is fastened to the casing 26 and through the rollers 45 is capable of transmitting power to the secondary floating assembly about to be described in detail.

3. The secondary floating assembly The secondary oating assembly consists of the hydraulic runner 46 which is splined to the in' ternal gear flange 41, the latter being journalled on the needle bearings 48 and 49 turning on the driven shaft 25. The internal gear 5I) is fastened v'to the flange 41 by means of the screws 5I. 'Ihe bali bearing 52 journalled on the reaction member has its outer race tight in the hub of the 35 internal gear 56 and the rollers 45 bear against the extended outer race of ball bearing 52 therei by forming a one-way clutch capable of transmitting power from the primary assembly to the k journalled in the bushing 23 of the casing I3.' A thrust bearing 53 bears against the outer race of ball bearing 24 and the runner 46.I

4. The reaction assembly The reaction assembly consists of the previously mentioned long reaction member 35 which on one` end is splined to receive the sun gears 39 and 54, and on its other end carries the gear 55 which meshes with the gear 56 of the gear pump shown in Figure 11. A ball bearing 51, supporting the sun gear 54, is mounted on the driven shaft 25 as well as another bali bearing 56, supporting the gear 5,5.

5. The driven assembly The driven assembly comprises the driven shaft 25, one end of which is journalled in the ball bearing 24 and the other end in the tapered roller bearing 59 which is mounted in the stationary transmission frame. The extreme right hand end is splined to4 receive the emergency brake pulley and coupling 66 to which thepropeller shaft of the vehicle or other drive connection is attached. The nut 6| and lock washer 62 holds the member 60 securely in place. The ball bearing 58 has an extended inner race which forms a component part of the one-way brake 63 to prevent the rearward motion of the vehicle when the transmission is set inforward position. The spider 64 is secured to the driven shaft 25 and the planetary pinions 65 are free to turn on needle bearings 66 journalled-on the headed studs 61 carried by the spider 64. The planetary pinions 65 mesh with the internal gear 50 and the sun gear 54. The outer race of ball bearing 24 is secondary assembly. The outside of hub 50 is hicle, should this become necessary.

6. The control assembly The control assembly consists essentially of two interconnected but separately actuated mechanisms which determine the speed or torque ratio of the transmission.

The first of these two mechanisms consists of a hand lever attached to the steering wheel in the conventional manner whereby the angular movement of this hand lever through a suitable linkage partially indicated by link connected to lever 1| by means.y of the stud 12 positionsthe lever 1| for the various speed or torque ratios selected by the operator. The lever 1| is` free to turn on the valve rod 13 to one end of which is fastened the lever 14. One end of the torsion spring 15 bears against the lug 16 of lever 14 thereby urging the latter in the direction of maintaining contact with the lever 1| through the pin 11 which is carried by the lever 14. The other end of the torsion spring bears against the stationary transmissionframe.

The second mechanism comprises the vacuum cylinder 80 in which the piston 8| is free to reciprocate, actuated yby suction from the engine manifold introduced to the cylinder 80 through the pipe line 83. A vent 84 at the opposite end of the cylinder is provided to permit quick return of the piston 8|. The piston rod 82 is provided with a head 85 which is guided on'the rod 85. The head 85 bears against the pin 11 of lever 14 whereby a forward motion of the piston 8| turns the valve rod 13 against the resistanceof the torsion spring 15. The valve rod 13 is provided with a helical groove81 which cooperates with the tail 88 of the collar B9 which is journalled in the transmission frame and the pins 90 will release the rollers 9| of the one-way brake 63 when the collar |39A is rotated in a counter-clockwise direction to permit operation of the driven shaft in the reverse direction. l

The main function of the valve rod 13 is to control the discharge of the two gearA 'pumps The oil discharged f shown in Figures 4 and 5. by the gear set 3| and 32 enters the channel 92 and unless this channel is closed as shown inV Figure 11C will flow in two directions, namely through the channel 93 intothe cylinder 94 and through the hole 95 inthe valve rod 13 and its axial bore 96 to the pipe 91 which distributes the oil to the various lubricating points of the engine.

Thepressure of the oil entering the'cylinder 94 will force the piston d2 outwardly and through ball bearing 43 acting on the flanged sleeve 29 `and pistons 28 the pistons 21 will be forced inchamber 94 when the valve is turned vto the position in which it is shown in `Figure 11B.

When thechannel 92 is closed the rotation of gear 3| and 32, i. e., the entire primary assembly must cease thereby causing the reaction assembly to rotate in the opposite direction at a higher speed than that of the driving members I1 and with the net resultant rotation of the driven member 25 being opposite to that of the driving member, i. e., the vehicle will then operate in reverse. y

7. The transmission casing The transmission casing consists of five sections. The section |00 which is essentially a hollow truncated cone, surrounding the transmission, is bolted at the left hand end to the engine crank case (not shown) and is covered at the right hand end by the section |0| in which the cylinder'94 as well as the chambers for the pump gears 3| and 32 are provided.- Suitably secured to section |0| is gear pump casing |02 in which the lpump gears and 56 operate. The cover |03 is bolted to casing |02 and the roller bearing 59 is journalled in this cover as well as the collar 09 for releasing the one-way brakerollers 9|. The outer member of the 'one-way brake 53 is tight in cover |03 and the inner member is formed by an extension of the inner race of ball bearing 58 which is tight on output shaft 25.

The roller bearing retaining collar |04 is iastened to cover |03 by means of the screws |06 and the oil seal |05 is pressed into the retaining collar |04 to prevent leakage of oil from the transmission casing. The casing |00 is oil-tight and oil normally stands therein at about the 'level indicated by the chain line to be seen in Figure 1. In anycase the' oil level should not fall below the openings which bring the interiors of the gear pump housings into communication with the interior of casing |00. Openings for the transmission of oil to the gear pumps are indicated at |02a and |02b (Figures 4 and 5).

QPaRA'i-IONl A. Idling or neutral position To cause the transmission unit to operate in the idling or neutral position, whereby no power from the engine crank shaft |0 will be transmitted to the driven shaft 25, it is assumed that the brakes are applied whereby to lock the axles of the car and the control lever on the steering post has been set in neutral position.

1n this position the valve rod 13 is as shown in Figures 1lA and 12, permitting free discharge of oil from both sets of gear pumps 3l, 32 and 55, 56. In this idling speed the runner 45 will approximatelyv attain the same speed as that of the impeller and as the spider 54 is lockedl the sun gear 54 rotates in opposite direction to that of internal gear 50 and at a" speed of- 72/48-1.5 times that of internal gear 50i. The gear ratios taken from the drawings, are given only as an example to illustrate and may be varied to suit different conditions.

The sun gear 39 being integral with the sun gear 54 rotates, of course, at the same speed and direction.

The pump casing 26, i. e., the entire primary assembly will then rotate at a speed of times that of the driving shaft i0 and in the same direction.

While the caris in neutral position t-he cngine may be run at any speed for warming up and the car4 will not move forward (on level gine is idling and the high vacuum'in cylinder 86 will keep` the valve rod in the. neutral setting even though the lever 1I is now in the forward position. The piston 9| by means of head 85 will act on the pin `11 of the lever 14 and thereby prevent the torsion spring 15 from turning the valve rod 13 into the forward position.

If now the engine is accelerated the vacuum in the cylinder 96 will decrease and the spring- 15 will turn valve rod into the forward position as shown in Figures 1 1B and 12B, the discharge 99 of the pump gears 55 and 56 being completely closed, thereby stalling the entire reaction assembly consisting of the two sun gears 39 and 54. As the torque of spider 64 may be too large to be carried by the runner 46 the latter will slow down, and the ow of power from` the drive shaft I will be to the internal gear i1., resultingin driving of the primary floating assembly at a speed of 1 .423 or 2.36 times greater than the input torque.

C. Forward motion in "intermediate gear-` As the engine and car speed increase the torque developed in the uid coupling will also increase and willA become sufficiently great to take over the drive entirely, i. e., the speed of the runner will be in excess of .706 times that of the drive shaft I9 and will approach approximately a value .96 to .98 times that of drive shaft I9. The internal gear 50 will then overrun the primary assembly, this being possible by the construction of the overrunning clutch 44, 45, and outer race of ball bearing 52.

The speed ratio is now times that ofthe drive shaft I6 and the output torque is times the input torque.

D. Forward motion in .high gear As the engine and car speed increase still further. the centrifugal force acting on the pistons 21 will increase to such an extent that it will overcome the spring pressure 4l acting on the anged 75 sleeve 29 and move it to the right closing the discharge ports of the gear pump formed by the gears 36 and 39 andlkthereby compelling the reaction assembly to rotate in the same direction and speed as that of the drive shaft I0. Consequently the spider 64 will rotate also at approximately the same speed as shaft I9 because sun gear 54, the primary assembly and the secondary assembly now all,rotate at the same speed as the drive shaft I0. The output torque is now equal to the input torque (neglecting small friction losses). Planetary action of the gearing has practically ceased thereby reducing wear and noise to a minimum. The oil which the pump gears 3| and 32 discharge under pressure into the pipe 91 serves to lubricate the various bearings, etc., of the engine.

E. Forward'motion in pick-up"r gear If for any reason it would be desirable to, continue operation of the` transmission in intermediate gear to provide quick acceleration for v94 to act on piston 42 moving flanged sleeve 29 to the left and open the discharge ports of gear l pump 36-39 of the primary floating assentbly, the reaction assembly will become stalled and the transmission will operate in the intermediate gear position (torque conditions permitting) regardless of the engine speed.

Should the torque become so large that the runner 46 slows down and cannot carry the load, the transmission will automatically return to the low" gear operation without moving the control lever, power then being transmitted from the drive shaft I9 to internal gear I1, to the primary iioating assembly, through the overrunning clutch 44, 45, 52 to the secondary oating assembly to the output shaft 25. As soon as torque conditions again permit the transmission will automatically return to intermediate gear operation. As the car is slowed down to a stop, .the accelerator is returned to the idling position and when the vacuum in cylinder 60 is sufficient it will overcome the spring 15 and return the valve rod 13 to neutral setting even though the control lever is still set for forward operation. By this method no further manipulation on the part of the driver is required except to operate the brakes and the accelerator for stopping and starting respectively.

F. Reverse operation To put the transmission in reverse, the control lever is moved into the "reverse" position, and the valve rod 13 will have the setting as shown in Figy ures 11C and 12C.' The discharge from the channel 92, i. e., they gear pump connected to the primary assembly, is completely closed, thereby stalling the latter and causing the sun gear 39 of the reaction assembly to rotate at a speed of driver il or l0.

The spider 64, therefore, receives motion from the sun gear I as lwell as from the internal gear 50, the net motion being times that of the drive shaft Ill, l. e., in the opposite direction and the output torque in reverse is or 2.78 times the input torque, A

When the valve rod 13 is turned from neutral to reverse the rollers 9| of the one-Way brake become unlocked |by the rotation of the pins 90 ,in the collar 89 whose tail 88 projects inY a, helical groove 81 of the valve rod 13, thereby permitting reverse operation of driven shaft 25.

The torque and speed ratios demonstrated correspond `closely to those now found on present day cars having manual shift transmissions, but it should be understood that these ratios may be varied tQsuit particular operating conditions.

Having thus described the inventionwwhat is claimed as new and desired to be secured by Letters Patent is: i

1. A variable speed transmission comprising, a drive shaft, `a `driven shaft, a fluid impeller connected to the drive shaft to be rotated thereby, a runner positioned to be driven by fluid energized by the impeller, a reaction member mounted for rotation about the axis of the driven shaft, control means including a fluid pump and valve for locking said member against rotation or releasing the same, an internal gear operatively connected tothe runner, and planetary gearing connecting the reaction member and internal gear, said planetary gearing transmitting driving torque from the internal gear to the driven shaft when said reaction member is locked against rotation, and revolving the reaction member idly when said member is released by said control 2. A variable speed transmission comprising, a drive shaft, a driven shaft, a fluid impeller connected to the drive shaft to be rotated thereby,

a runner positioned to be driven by fluid energized by the impeller, a reaction member mounted l for rotation about the axis of the driven shaft, a duct leading to a bearing to be lubricated, control means including` a fluid pump and a`valve for regulating the discharge thereof, for locking said member against rotation or releasing the same, the pump discharge port being connected to said duct so that the pump output passes into said duct when the said valve is open, an internal gear operatively connected to the runner, and planetary gearing connecting the reaction member and internal gear, said planetary gearing transmitting driving torque from the internal gear to the driven shaft when said reaction member is locked against rotation, and revolving the reaction member idly when said member is released by said control means.

3. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a reaction member, including first and second sun gears mounted for rotation about the axis of the driven shaft, first and second internal gears encircling said sun gears, respectively, a hydraulic coupling connection between the iirst internal gear and the driving shaft, means connecting the second interna1 gear and the drive shaft, planetary gears attached to the driven shaft and meshing with the first sun gear and first internal gear. planetary gearing meshing with the second sun and internal gears, and means including a clutch for automatically connecting the second planetary gearing to the first internal gear when the angular 'velocity of the second planetary gearing is greater than the angular velocity of the first interna1 gear.

4. The combination set forth in claim 3 in which speed responsive mechanism is provided to lock the second internal and sun gears together for simultaneous rotation'when the angular velocity of the second planetary gearing about the driven shaft exceeds a predetermined mini` mum, thus causing the driven shaft to rotate at approximately the angular velocity of the drive shaft.

5. The combination set forth in claim Iii in 'which each of said second planetary gears comprises the operating element ofi a fluid pump for circulating fluid along an endless' path and in which centrifugally actuated' valve means is provided for controlling the flow offiuid along such path. l

6. The combination set forth in claim 3 in which means is provided for preventing the driven shaft from rotating in a direction the reverse of the direction of rotation of the drive shaft, and an element connecting said means and said valve whereby said means is rendered inoperative when the valve is set for reverse operation of the mechanism. f

7. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a reaction member, including first and second sun' gears mounted for rotation about the axis of the driven shaft, first and second internal gears encircling said sun gears, respectively connected to the runner and drive impeller of a hydraulic coupling, planetary gears attached to the driven shaft and meshing with the first sun gear and first interna1 gear, planetary gearing meshing with the second sun and internal gears, and

means including a clutch for automatically conf' necting the second planetary gearing to the first internal gear when the angular velocity of the second planetary gearing is greater than the angular velocity of the first internal gear and means defining in association with the second interna] and sun gears a plurality of endless fluid circulation ducts, one for each planetary gear, the planetary gears and sun gear cooperating to pump liquid through said ducts as the internal and sun gears relatively rotate, a fluid flow control valve in each duct, and centrifugal means i'or actuating said control valve to interrupt flow through said ducts and thereby lock the planetary gears against rotation about their axes, causing the driven shaft to rotate at approximately the angular velocity of the drive shaft.

8. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a reaction member, including first and second sun gears mounted for rotation about the axis` of the driven shaft, a first fluid pump and valve for locking said member against rotation, or releasing the same, first and second internal gears encircling said sun gears, respectively connected to the runner and drive impeller of an hydraulic coupling, a first planetary gear set attached to the driven shaft and meshing with the first sun gear and first internal gear, a second planetary gear setmeshing with the second sun and internal gears, a second fluid pump connected to the second planetary gemne e an leading to one or more bearings and means including a clutch for automatically connecting the second planetary gear set to the flrst internal gear when the angular velocity of the second planetary gear set is greater than the angular velocity of the first internal gear and means defining in association with the second internal and sun gears a plurality of endless fluid circulation ducts, one for each planetary gear, the planetary gears and sun gear cooperating to pump liquid through said ducts asthe internal and sun gears relatively rotate, a fluid flow control valve in each duct, and centrifugal means for actuating said control valves to interrupt flow through said ducts and thereby lock the planetary gears against rotation about their axes. causing the driven shaft to rotate atlapproximately the angular velocity'of the drive shaft.

9. In a variable speed transmission, in combination, driving and driven shafts, a flrst internal gear rigidly connected to the driving shaft, a multiple sun gear reaction member mounted for rotation about the axis of the driven shaft, a hydraulic coupling connection between the driving shaft and a second internal gear, a first planetary gear set meshing with 4against rotation or releasing the same, whereby to cause the driven shaft to rotate in a direction opposite to the drive shaft.

10. In a variable speed transmission, in combination, driving and driven shafts, a rst internal gear rigidly connected to the 'driving shaft, a multiple sun gear reaction member mounted for rotation about the axis of the driven shaft, a hydraulic coupling connection between the driving shaft and a second internal gear, a first planetary gear set meshing with the first internal gear and one of the sun gears, a second planetary gear set connected to the driven shaft and meshing with another sun gear of the reaction member and the second internal gear, and means to prevent rotation of the driven shaft opposite to the drive shaft, control means including a fluid pump and valve for locking said rst planetary gear set against rotation or releasing the same, and an'element actuated by said valve to disengage said first means to permit the driven shaft to rotate in a direction opposite to the driving shaft.'

l1. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a reaction member, including first and second sun gears mounted for rotation about the-axis of the driven shaft, control means including ja fluid pump and valve for ,locking said reaction mem- -ber against rotation in one direction or releasing the same, first and,second internal gears encircling said sun gears, respectively connected tc the runner and drive impeller of an hydraulic coupling, a first planetary gear setattached to the driven shaft and meshing with the first sun gear `and first internal gear,l a second planetary gear set .meshing with the second sun and internal gears, and means including a clutch for automatically connecting the second planetary gear set to the first internal gear when the angular velocity of the second planetary gear set is greater than the angular velocity of the rst internal gear and means defining in association' V"instance with the second internal and sun gears a plurality of endless viluid circulation ducts, one for each planetary gear, the planetary gears and sun gear cooperating to pump liquid through said ducts as the internal and sun gears relatively rotate, a fluid flow control valve in each duct, and centrifugal means for actuating said control valves to interrupt flow through said ducts and means for opposing the action of the centrifugal means to prevent locking of the second planetary gear set or unlocking the same. y

12. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a reaction member, including flrst and second sun gears mounted for rotation about the axis of the driven shaft, control means including a fluid pump and valve for locking said reaction member against rotation in one direction or releasing the same, first andsecond internal gears encircling said sun gears, respectively connected to the runner and drive impeller of a hydraulic coupling, a first planetary gear set attached to the driven shaft and meshing with the first sun gear land first internal gear, a second planetary gearl set meshing with the second sun and internal gears, and means including a clutch for automatically connecting the second planetary gear set to the first internal gear when the angular velocity of the second planetary gear set is greater than the angular velocity of the flrst internal gear and means defining in association with the second intern-al and sun gears a plurality of endless fluid circulation ducts, one for each planetary gear, the planed tary gears and sun gearcooperating to pump liquid through said ducts as the internal and sun 'gears relatively rotate, a fluid flow control valve in each duct, and centrifugal means for actuating said control valves to interrupt'flow through said ducts and hydraulic means for opposing the action of the centrifugal means to prevent locking of the second planetary gear set or unlocking the same.

13. A4 variable speed transmission comprising in combination, a drive shaft, a driven shaft, a reaction member, including first and second sun gears mounted for rotation about the axis of the driven shaft, control means including a fluid pump and valve for locking said reaction member against rotation in one direction or releasing the same, first and second internal gears encircling said sun gears, respectively connected to the runner and drive impeller of a hydraulic coupling, a ilrst planetary gear set attached to the driven shaft and meshing with the first sun gear and first, internal gear, a second planetary gear set meshing with the second sun and internal gears, and means including a clutch for automatically connecting the second planetary gear set to the first intern-al gear when the angular velocity of the second planetary gear set is greater than the angular velocity of the first internal gear and means defining in association 'with the second internal and sun gears a plurality of endless fluid circulation ducts, one'n for each planetary gear, the planetary gears and sun gear cooperating `to pump liquid through said ducts as the internal and sun gears relatively rotate, a fluid flow control valve in each duct, and centrifugal'means for actuating said control valves to interrupt flow through said ducts and means for opposing the action of the centrifugal means to prevent locking o f the second planetary gear set or unlocking the same.

and manualI means to position said valve to vary the speed ratio-of the transmission.

14. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, ,a reaction member, including iirstand second sun gears mounted for rotation about the axis of the driven shaft, a first fluid pump and valve for locking said member against rotation, and vacu.

um means for releasing the same, first and second internal gears encircling said sun gears, respectively connected to the` runner and drive impeller of a hydraulic coupling, a first planetary gear set attached to the driven shaft and meshing with the first sun gear and first internal gear, a second planetary gear set; meshing with the second sun and internal gears, a second fluid pump connected tothe second planetary gear set, a duct leading to one or more bearings, and means including a clutch for automatically connecting the second planetary gear set to the'rst internal gear when the angular velocity of the second planetary gear set is greater than the angular velocity of the first internal gearand means defining inl association with the second internal and sun gears a plurality of endless fluid circulation ducts, one for each planetary gear, the planetary gears and sun gear cooperating to pump liquid through said ducts as the internal and sun gears relatively rotate, a fluid flow control valve in each duct, and centrifugal means for actuating said control valves to interrupt flow through said ducts and thereby lock the planetary gears against rotation about their Y axes, causing the driven shaft to rotate at applroximately the angular velocity of the drive s af 15. A variable speed transmission comprising in combination, a drive shaft, a driven shaft, a reaction member, including first and `second sun gears mounted for rotation about the axis of the driven shaft, a first fluid pump and valve for locking said member against rotation, and vacuum means for releasing the same, torque means on said valve to oppose said vacuum means and manual means to position said valve for forward, intermediate, neutral` or reverse operation, first and second internal gears Vencircling said sun gears, respectively connected to the runner and driver impeller of a hydraulic coupling, a first planetary gear set attached to the driven shaft and meshing with the first sun gear and first internal gear, a second planetary gear set meshing with the second sun and internal gears, a second fluid pump connected to the second planetary gear set, a duct leading to one or more bearings, and means including a clutch'for automatically connecting the second planetary gear set to the first internal gear when the angular velocity of the second planetary gear set is greater than the angular velocity of the first internal gear and means defining in association with the second internal and sun gears a D111 rality of endless fluid circulation ducts, one for each planetary gear. the planetary gears and sun gear cooperating to pump liquid through said ducts as'the internal and sun gears relatively rotate. a fluid flow control valve in each driven shaft to rotate at approximately the angular velocity of the drive shaft.

16. A variable speed transmission comprising. a drive shaft, a driven shaft, a fluid impeller connected to the drive shaft to be rotated thereby, a runner positioned to be driven by fluid energized by the impeller, a reaction member mounted for rotation about the axis of the driven shaft, control means including a uid pump and valve for locking said member against rotation or releasing driven shaft, means for locking said reaction member against rotation in one direction or releasing the same, first and second internal gears encircling said sun gears, respectively connected to the runner and drive impeller of a hydraulic coupling, a rst planetary gear set attached to the driven shaft and meshing with thef first sun gear and first internal gear, a second planetary gear set meshing with the second sun and internal gears, and means including a clutch for duct, and centrifugal means foractuating said automatically connecting the second planetary gear set to the iirst internal gear when the angular velocity of the second planetary gear set is greater than the angular velocity of the first internal gear and means to decrease and stop the relative rotation of the second planetary gear set with respect to the first internal gear.

18. A variable speed transmission comprising in combination, a drive shaft. a, driven shaft, a reaction member, including first and second sun gearsI mounted for rotation about the axis of the driven shaft, means for locking said reaction member against rotation in one direction or releasing the same,` first and second internal gears encircling said sun gears, respectively connected to the runner and drive impeller of a hydraulic coupling. a first planetary gear set attached to the driven shaft and meshing with the :first sun gear and nrst internal gear, a second planetary' lar velocity of the second planetary gear set is r greater than the angular velocity of the first internal gear and means denning in association with the second internal and sun gears a plurality of endless fluid circulation ducts, one for each planetary gear, the planetary gears and sun gear cooperating to pump liquid through said ductsV as the internal and sun gears relatively rotate, a fluid flow control valve in each duct, and centrifugal means for actuating said control valves to interrupt iiow through said ducts and hydraulic means for opposing the action of the centrifugal means to prevent locking ofthe second planetary gear setor unlocking the same. FREDERICK W. BEYBOLD. 

